Hydroplanetary transmission



June 20, 1944. w, L, POLLARD 2,352,004

HYDROPLANETARY TRANSMI S S ION Filed 061;.A 17, 1942 its..

Patented June 20, 1944 UNITED STATES PATENT FFICE` HYDROPLANETARY TRANSMISSION Willard L. Pollard, Evanston, Ill.

Application October 17, 1942, Serial No. 462,356

18 Claims.

A further object is to provide such a construction in which there'will always be a cushioning hydraulic action in making the shift from any speed ratio to the next speed ratio.

A further object is to provide such a construction in which the power flow will not be interrupted in making the gear shift.

Further objects will appear from the description and claims.

In the drawing, in which two forms of my invention are shown,

Fig. 1 is an axial section of a hydro-planetary transmission;

Fig. 2 is a diagrammatic view of control apparatus;

Fig. 3 is an axial sectional view showing another form of transmission;

. Fig. 4 is a horizontal sectional view on the line 4-4 of Fig. 5 of control apparatus which may be used in connection with the apparatus of Fig. v2;

Fig. 51s a sectional view substantially on the line 5-5 of F18. 4;

Fig. 6 is a sectional view substantially on the line 6-5 of Fig. 4, and

Fig. 'l is a section on the line 'I-l of Fig. 3.

Referring to the drawing in detail and rst to Figs. 1 and 2, the construction shown therein comprises a hydraulic coupler I which maybe of the general type shown in my copending vapplication Serial No. 410,815, Patent No. 2,322,251, a shaft 2 keyed to the torque-transmitting, fluidtransmitting rotor 3, a hollow shaft 3a secured to the rotor 3, a hollow shaft 4 secured to the turbine rotor 5, a clutch B for connecting the torque-'transmitting rotor 3 with the Dump roter casing 1, a brake for holding the torque-transmitting rotor 3 stationary, a planetary gearing comprising a sun gear 9, a ring gear I0, a gear carrier I I and planet gearing I2 mounted on said gear carrier and meshing with said sun gear 9 and ring gear I0, a clutch I3 for connecting and disconnecting the sun gear 9 with respect to the tubular shaft l to which the turbine rotor is secured, a brake lia for holding the sun gear s against rotation, a dog clutch I4 which in one position connects the shait 2 with the ring gear I0 and connects the propeller shaft I5 with. the gear carrier Il and which in another position connects the shaft 2 with the gear carrier II and connects the propeller shaft I5 with the ring gear I0, a centrifugal force mechanism I6 for controlling the action of the dog clutch I4, and a manually shiftable member II which also is used in controlling the dog clutch.

Forward speeds, reverse and no back The construction described enables four forward speed ratios and reverse to be obtained. For low speed the front clutch 6 is disconnected, the front brake 8 is applied, the rear clutch I3 is connected and the rear brake I3a. is released. Under these conditions the brake 8 acting through the torque-transmitting rotor 3 holds the shaft 2 against rotation. As the dog clutch I4 is in position to connect the ring gear I0 with the shaft 2, the ring gear I0 will be held against rotation. The clutch I3 connects the sun gear 9 with the turbine rotor 5 and the dog clutch I4 connects the propeller shaft l5 with the gear carrier II. Under these conditions the gear carrier II and propeller shaft I5 will be turned at a relatively slow speed.

For second gear the front clutch B is connected, the front brake 8 is released, the rear clutch I3 is disconnected and the rear brake I3a is applied. Under these conditions the rear brake I3a holds the sun gear 9 against rotation and the frontI clutch 6 connects the ring gear I0, shaft 2. rotor 3 and shaft 3a to rotate with the pump rotor 1. This gives a higher speed to the gear carrier and propeller shaft.

For third speed the front and rear brakes 8 and I3a are both released and the front and rear clutches 8 and I3 are both connected. Under these conditions the ring gear I0 rotates with the pump rotor casing 'l and the sun gear 9 rotates with the turbine rotor 5, giving a still higher speed to the propeller shaft.

For fourth speed or overdrive it is assumed that the propeller shaft I5 and centrifugal mechanism I6 are turning fast enough to overcome the resistance of the coil tension spring I8 and that when the dog clutch members are brought into synchronism, centrifugal force will effect the shift oi' the dog clutch mechanism I4 to the rear, thus connecting the shaft 2 with the gear carrier Il and the propeller shaft I5 with the ring gear I0. With thefront brake 8 released and the front clutch 6 applied, overdrive may be obtained by releasing the rear clutch I3 and applying the 'rear brake I3a to hold the sun gear 9 against rotation. This will give an overdrive of the ring gear I and propeller shaft I with respect to the gear carrier II and shaft 2. If desired, as an alterna- 't'ive or supplement to the rear clutch, means may clutch s is released and the brake s applied, thus f holding the gear carrier I I against rotation. The

brake I 3a-is released and the clutch I3 applied to connect the sun gear 9 with the turbine rotor 5. This will cause reverse rotation of the ring gear III and propeller shaft I5. 4

For no back on hills with the dog clutch mechanism in either forward or rear position, the clutches 5 and I3 are released and the brakes 8 and I3a applied, 'thus holding both the sun gear 9 and ring gear' I0 against rotation in either direction.

With the gear dimensions shown in the drawing, in first or low speed, theentire power flow will be through the hydraulic part of the transmission. In second speed, all the power flow will by-pass the hydraulic part. In third speed, twothirds of the power flow will by-pass the hydraulic part. In fourth speed, or overdrive, the entire power flow will by-pass the hydraulic part. It will be noted that in the second and fourth speeds, all the power flow.. by-passes the hydraulic part, and that in first and third speeds power is passed through the hydraulic part. Due to this alteration from hydraulic to nonhydraulic, there .will always be a cushioning hydraulic action in making the shift from any speed ratio to the next speed ratio.

The dog clutch construction shown comprises a toothed clutch member keyed to the gear carrier II, a toothed clutch member 2| keyed to the ring gear I0, a toothed clutch member 22 also keyed to the gear carrier II, a toothed clutch member 23 keyed to the shaft 2, a toothed clutch member 24 keyed to the propeller shaft I5, a clutch sleeve 25.having clutch teeth 25 slidable in the clutch member 23, and also having clutch teeth 21 which in one position engage the clutch member 2| and inanother position engage the clutch member 22, a second clutch sleeve 28 surrounding the'fnst sleeve 25 having clutch teeth 29 slidable in the clutch teeth of the clutch member 24 and having teeth 30 which in one position engage the teeth ,of thel clutch member 20 and in another position engage the teeth of the clutch member 2|. A groove 3| is provided for engage ment with the shifting arm 32' on the centrifugal control apparatus I8.

The centrifugal control mechanism comprises a sleeve 33 splined on the propeller shaft I5, a plurality of arms 34 rotatable with the sleeve 33, weighted arms 35 pivoted at 38 on the arms 34, arms 32 rockable with the arms 35, springs I8 acting against the centrifugal force of the weighted arms 35 and'stops 31 and 33 for limiting the movement of the arms 35. As previously indicated, the sleeve 33 may be shifted longitudinally of the shaft I5 for a purpose hereinafter described. When the dog clutch mechanism I4 is in the left-hand position as shown in Fig. 1, the clutch sleeve 28connects the cage II with the shaft I5 and the sleeve 25 connects the ring Il with the shaft 2. This position of the dog clutch 7l 33.

may be used in second gear and also in lthird gear. When the dog clutch I3 is moved to the righthand position, the sleeve I4. will connect the shaft I5 with the ring I0 and the sleeve 25 will connect the gear carrier II with the shaft I.y This posi-- tion of the dog clutch is used for overdrive or fourth speed and reverse and may be used for third speed.

Control apparatus The control apparatus shown in Fig. 2 comprises the front clutch actuator 33, the front brake actuator 40, the rear clutch actuator 4I, the rear brake actuator 42, supply conduits 49a and valve mechanisms 4I a, 42a, 43, 44, 45, 43, and

. 43a for controlling. the flow of liquid to the power clutch and brake actuators, solenoids 41 for controlling the valve mechanisms, circuit controlling devices 48, 49, 50, 5I, and 52 for controlling the action of the solenoids 41, and a manually operj. able lever 53 for effecting the shifting of th'e clutch-controlling sleeve 33 for reverse and for cutting out the overdrive when desired. The circuit controller 48 is used to control low, second, and third speed. This controller may be corrtrolled conjointly by throttle movement and car speed by means of the apparatus shown in Figs, 4, 5, and 6. The circuit controller 49 is used foi"- forcing the speed ratio down; for example in going downhill, and may, if desired, be controlled by the left foot. The reverse lever 53 may be controlled by the right hand for manually shifts,- ing the dog clutch control sleeve 33 and for controlling certain circuits and may also be used for cutting out the overdrive and for placing the clutches and brakes in condition to effect a "no bac on hills. The circuit controller 52, which switches the overdrive on and oil when the overdrive is rendered available, may be operated by the left foot of the driver and may, if desired.- be on the same rock shaft as the left foot'pedal 54 which forces the car into lower speed in going downhill. The circuit controller 5I is controlled by the centrifugal force mechanism I3 for placing the circuit in condition to render the overdrive available.

The valve 4Ia controls the now of fluid under pressure to the actuators 40 and 4I. 'Ihe valve 42a controls thefiuid flow to the actuators 3,3 and 42. The valve 43 controls the fluid flow tfo actuators 39 and 4I. The valve 44 controls the fluid flow to actuator 39. The valve 45 contr is the fluid flow to actuators 40 and 42. The valve 48 controls the fluid flow to actuators 4| and 42.

The circuit controller 48 may be controlled by the throttle position and car speed by the ap paratus shown in Figs. 4, 5, and 6, hereinafter described. The circuit controllers 49 and 52 are movable together and controlled by the left foot pedal 54. The circuit controller 50 may be` controlled by the right-hand lever 53, and the circuit controller 5I may be controlled by the centrifugal force mechanism I6. The actuator 3l applies the clutch 5; the actuator 48 applies the brake 8; the actuator 4I applies the clutch I3, and the actuator,42 applies the brake I3a. When the circuit controller 5I is moved to the left-hand position, the valve 46a opens to place the valve 43 in eective condition. When the valve 43 is in the left-hand position of Fig. 2, the clutch I3 is applied and the brake I3a is ofi, and when this valve 48 is in the right-hand position, the clutch I3 is oif and the brake I3a is applied. The lever 53 actuates the clutch shifter I'| and the sleeve The following is a table showing the position or condition of the clutch 9 and its actuator 39, the brake 8 and its actuator 48, the clutch I3 and its actuator 4I, the brake I3a and its actuator 42, the circuit controllers 48-52, incl., and the clutch controller 28,` corresponding to the six different conditions of the transmission-inst, second, third and fourth speeds forward, reverse, and "no back." In connection with this table, it is to be noted that the circuit controllers 48-52, incl., control the various solenoids 41 and their valves and that these valves control the actuators 39, 40, 4I, and 42 which control the clutches B and I3 and the brakes I8 and I3a. It is also to be noted that the accelerator pedal and car speed jointly control the normal forward driving range through the circuit controller 48 and the valves 4Ia, 42a, and 43; that the left foot controls the pedal 54 which controls the slowing-down circuit controller 49 and its valves 4Ia and 42a and which also controls the overdrive circuit controller 52 and'its valve 48. In the table R. H. indicates right-hand position and L. H. indicates left-hand position.

lever 53 is operated to move the circuit controller,

open the valve 4Ia' and at thesame time .will

operate the shift piny l'lto shift the sleeve 33 rearwardly, carrying with2it the sleeves 28 and 25. The opening of the valve lla will apply the brake 8 and clutch I3, and the movement of the sleeves 28 and 25 to the rear will connect the gear carrier I I with the shaft 2 which will be held stationary by the brake 8. 'I'he movement oi' the sleeves 28 and also connects the ring gear I0 with the driven shaft I5. The clutch I3 connects the sun gear with the turbine rotor 5.

Under these conditions the sun gear 9 is driven by the turbine, the gear carrier II is held against rotation and the ring gear III is driven in a. reverse direction, carrying with it the driven shaft I5. It will lbe noted thatwhen the circuit controller 50 is shifted from the position shown in 20 Fig. 2, the circuit Contrpllers 49 and 48 Will be disconnected and rendered ineffective.

If the lever 53 is shifted in the opposite direction to move the circuit controller 58 to its righthand position, the valve 45 will be opened and Control for ring or gear Control for sun Circuit controller Gear shift carrier Clutch Brake Right Left Right Speed and Clutch Brake Speed Left foot 6 and 8 and foot foot hand ri ht hand 39 40 1a and 41 13a and 42 48 49 50 51 52 g 28 0n L. H.. L. H.. 3 R. H.. Oii L. H. On Mid-- L.H 3 R. H do L. H. On R.H L. H-- 3 R. H do L. H. Oiiand on.. 0n and on.. 0fl 05.... Oii L. B.. Off and on.. R. H. 0n do .-.do L. H R. H-. Od R. H On do do R. H R. H.- ..do L. H.

'I'he action of the various circuit controllers 48, 49, 58, 5I, and 52 will now be outlined. When the controller 49 is in the position shown in Fig. 2, solenoid 41 is energized, valve 4Ia is open, and the actuators 48 and 4I are effective to apply the brake 8 and the clutch 3|. This will give low or first speed.

When, due to the conjoint action of the accelerator pedal and the car speed, the controller 48 moves '-to mid-position, the valve 4Ia will close and the valve 42a will open. This will activate the actuators 39 and 42 to apply the clutch 5 and the brake I3a. This will give second speed.

When, due to the conjoint action of the accelerator pedal and car speed, the circuit controller 48 moves to its right-hand position, the valves 4Ia and 42a rwill close and the valve 43 will open, energizing the actuators 39 and 4I and applying the clutches 6 and I3.

If, for any reason, it should be desirable to force the car speed to a lower speed ratio, the left foot pedal 54 may be depressed, either to inidposition to open the valve 42a or to right-hand position to open the valve 43. If the valve 42 is opened, the actuators 39 and 42 will be energized to apply. the clutch 8 and the brake I3a and force the car down to second speed.

If the circuit controller 481s moved to righthand position, the valve 4Ia will be opened, the actuators and 4I will be energized, the brake 8 and clutch I3 will be applied, and the car will be forced down to iirst or low speed.

VIt will be noted that'when the circuit controller 49 is moved from the position shown in Fig. 2, the circuit controller 48 will be rendered ineffective, being disconnected from the circuit.

This will give third speed.

If it is desired to go into reverse, the reverse the actuators 48 and -42 energized to apply the brakes 8 and I3a, thus holding the car stationary against any tendency to back downhill.

When the car speed is high enough so that the centrifugal force device I5 can exert force sufcient to shift the sleeves 28 and 25 rearwardly when permitted to do so, the planetary gear members are brought into synchronism and the rearward shift of the sleeves 28 and 25 takes place. This synchronism' may be eiected in various ways, for example, by allowing the accelerator pedal to rise slightly to slow down the motor speed while the car speed continues substantially the same. This rearward shift of the sleeves 28 and 25 connects the shaft 2 with the gear carrier I I and connects the driven shaft I5 with the ring gear II).`

Under these conditions, overdrive may be obtained by holding the sun gear 9 against rotation, and overdrive may |be eliminated by connecting the sun gear 9 to rotate with the sleeve 4. 'Ihis alternative connection of the sun gear 9 may be obtained by controlling the clutch I3 and the brake I3a. The means. for effecting this control include the circuit controller 52 which, as previously indicated, is controlled by the left foot pedal 54. While, as noted above,the left foot pedal 54 controls both the circuit controller the circuit controller 52 controlled by the left foot. When the circuit controller 52 is ln the position shown. the actuator 42 is effective and the brake I8a is applied. This will give overdrive. When the circuit controller 52 is moved to energize the solenoid 41 which controls the valve 48, the actuator 4I is energized to apply the clutch I8, the brake I8a being simultaneously released. This will give direct drive. Thus, by means of the left foot, the overdrive may be used or eliminated at will.

The construction shown in Figs. 4, 5, and 6 may be used for controlling the circuit control apparatus shown diagrammatically at 48. The control may be eifected in the manner shown in my copending application Serial No. 401,162, Patent No. 2,327,214. In Figs. 4, 5, and 6 is shown an apparatus similar to that shown in my aforesaid application Serial No. 401,162 but including, in addition, means for preventing the action of the speed controlled controller from disturbing the action of the throttle lever. The construction shown in Figs. 4, 5, and 6 comprises the usual accelerator pedal 55 keyed to the shaft 55 of a worm 51 mounted in bearings 58 and engaging a worm wheel 58 keyed to a shaft 85 mounted in' bearings I, a hub 82 keyed to this shaft and provided with arms 58 carrying two micrometer switches 84 slightly staggered with respect to each other, a hub 55 rockably mounted on the shaft and carrying a switch actuating arm 66, the position of which arm is controlled by a fly-ball governor 81 or the like, the position of which is controlled by the speed of the car. The worm 51 and gear 55 are so designed that pressing down on the accelexatol pedal 55 will cause downward movement of the switch carrying arm 88. The flyball governor 81 is so connected that an increase in speed of the car will move the switch controlling arm 55 downward. With this construction, it will be seen that the farther down the accelerator pedal 55 is pressed, the greater will be the car speed necessary to effect actuation of the micrometer switches 84. The worm 51 and worm gear 58 are so positioned that force tending to rotate the gear 58 will not cause rotation of the worm 51 so that any force exerted on the arm 88 by the arm 88 will not disturb the accelerator pedal 85.

The switch connections with the circuit are such that when neither switch 84 is actuated, the solenoid for the valve 4I will be energized and neither of the solenoids for the valves 42 and 48 will be energized, such that when the upper switch 54 is actuated, the solenoid 41 for the valve 42 will be energized and neither of the solenoids for the valves 4I and 48 will be energized, and such that when the lowermost switch 841s energized, the solenoid 41 for the valve 48 will be energized and neither of the solenoids for the valves 4I and 48 will be energized. The micrometer switches 54 and the circuits controlled thereby may be similar to the switches and circuits disclosed in my copending application Serial No. 401,162, filed July 5, 1941.

If it is desired to force the speed ratio down from fourth speed or overdrive to third speed, regardless of the action of the centrifugal governor I8, the shift pin I1 may be shifted to the left, as viewed in Fig. 1, to hold the clutch sleeve I4 in the position shown in Fig. l.

The construction shown in Fig. 3 comprises a hydraulic coupler I, substantially like the coupler I shown in Fig. 1, a shaft 58 to which the fluidtransmitting torque-transmitting rotor 8 is keyed.

a hollow shaft 85 to which the turbine rotor 5 is secured, another hollow shaft 18 which is secured tothe torque-transmitting rotor 8, a clutch 1I for connecting and disconnecting the hollow shaft 18 with respect to the casing 1 of the pump rotor, one-way anchorages 12 and 18 for the shafts 58 and 18, respectively, a planetary gearing comprising a sun gear 14 secured to the hollow shaft 88, a ring gear 15 secured to the shaft 58, a gear carrier 15, planet gearing 11 mounted on4 the gear carrier 15 and meshing with the sun gear 14 and ring gear 15, a tubular shaft 18 to which the gear carrier 18 is keyed, a hollow shaft 18, a clutch 50 for connecting and disconnecting this hollow shaft with respect to the hollow shaft 18 and gear carrier 18, a second hollow shaft 5I, a clutch 82 for connecting and disconnecting this hollow shaft 8I with respect to the clutch housing 83 and shaft 18, a brake 84 for holding the hollow shaft 8| against rotation when desired, a planetary gearing comprising a sun gear 55 secured to the shaft 8|, a ring gear 85 keyed to the propeller shaft 81, a gear carrier 88 keyed to the hollow shaft 18, planet gearing 88 mounted on the gear carrier 88 and meshing with the sun gear 85 and ring gear 88, and a brake 55 for holding the gear carrier 58 against rotation when desired.

Any suitable means may be provided for supplying and withdrawing liquid through the passage I8 to render the pump rotor eil'ective or ineffective as desired with respect to the turbine rotor 5. The coupler controller I8, the clutch 1 I, the clutches 88 and 82 and the brakes 84 and 85 may be controlled in any suitable manner, either manually or automatically. 'Ihis transmission has three different speed ratios of the shaft 18 with respect to the pump rotor casing'1. It will be noted that the said shaft 18 is the sole drive for the rear planetary transmission. This rear planetary transmission has two different forward speed ratios and one reverse speed ratio with respect to the shaft 18. Therefore, the overall transmission, including both planetaries, may have six different forward speed ratios of the shaft 81 with respect to the pump rotor casing 1 and three reverse speed ratios of the shaft 81 with respect to the-pump rotor casing 1.

The connections for the three different speed ratios of the forward planetary transmission will rst be described. For rst or low speed, the

clutch 1I is disconnected and liquid is supplied to the pump rotor casing 1. Under these conditions, the turbine rotor 5 will drive the sun gear 14, and the ring gear 15 will be held against reverse rotation by the one-way anchorage 18. If desired, the pump rotor 1, the turbine rotor 5, and the liquid-transmitting rotor 8 may be provided with blades set at the angles shown in Fig.

7 so that the liquid-transmitting rotor 8 will act as a reactance stator when held by the one-way anchor 13, giving a torque to the turbine rotor 5 which may be several times greater than the torque of the pump rotor 1.

For second speed, the pump rotor casing 1 is emptied of liquid andthe clutch 1I is actuated to connect the rotor 8 with the pump rotor housing 1. Under these conditions, the ring gear 15 is driven from the pump rotor housing 1, through the clutch 1I, rotor 8 and shaft 58. The sun gear 14 is held against reverse rotation by the one-way anchor 12.

For third speed, the clutch 1I is connected and the pump rotor housing 1 is illled with liquid. Under these conditions the sun gear 14 is driven by the turbine rotor and the ring gear 15 is driven by the pump rotor housing 1.

The connections for the two forward speeds and reverse speed of the rear planetary transmission will now be described.

For direct drive, the sun gear 85 and the gear carrier 88 are both connected to the clutch housing 83 by the clutches 80 and 82. For overdrive,

the clutch 82 is released and the brake 84 is appiled, leaving the clutch 80 connected with the clutch housing 83. This holds the sun gear 85 against rotation and connects the gear carrier 88 with the clutch housing 83 to give an overdrive of the ring gear 88 and driven shaft 81. For reverse, the clutch 80 is disconnected, the clutch 82 is applied, the brake 84 is released and the i brake 80 is applied. 'I'his will connect the sun l. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between said vaned rotors, a nrst gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor, means for placing said liquidtransmitting rotor into and out of positive driven relation with respect to said rotary drive member, and means for holding it against rotation in at least one direction when not in said driven relation.

2. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between said vaned rotors, a first gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor, means for placing said liquidtransmitting rotor into and cut of driven relation with respect to said rotary drive member, and one-way anchorage means for holding it against rotation in at least one direction when not in said driven relation.

3. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between saidvaned rotors, a first gear means driven from said drivenv vaned rotor, a second gear means driven from said liquid-transmitting rotor, means for placing said liquidtransmitting rotor into and out of positive driven relation with respect to said rotary drive member, and one-way anchorage means for holding it against rotation in at least one direction when not in said driven relation.

4. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from' said 75 drive member and a vaned driven rotor driven` from 4said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending` across the space between said vaned rotors, a nrst gear means driven from said driven vaned rotor, a second gear means driven from said liquid transmitting rotor, means for placing said liquidtransmitting rotorinto and out'l of positive driven relation with respect to said rotary drive member, means for holding it against' rotation in at least one direction when not in said driven relation. and a third gear means driven from both said first and second gear means.

, -5. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive -rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending `across the space between said vaned rotors, a iirst gear means driven from said driven vaned rotor, a second gear means driven from said liquidtransmitting rotor, means for placing said liquidtransmitting rotor into and out of driven relation with respect to said rotary drive member, means for holding it against rotation in at least oneA direction when not in said driven relation,

means for freeing said iirst gear-means fromr driven relation with respect to said driven vaned rotor, means for holding said first gear means against rotation in at least one direction when not in said driven relation, a gear carrier, planet gearing carried by said carrier and meshing with said iirst and second gear means, and means for disconnecting said liquid-transmitting rotor from driving relation with respect to said second gear means and connecting it in force-transmitting relation to said gear carrier.

6. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between said vaned rotors, a first gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor, means for placing said liquidtransmitting rotor into and out of driven relation with respect to said rotary drive member, means for holding it against rotation in at least one' driven relation, a gear carrier, planet gearing.

carried by said carrier and meshing with said first and second gear means, means for disconnecting said liquid-transmitting rotor from driving relation with respect to said second gear means and connecting it in force-transmitting relation to said gear carrier, a rotatable driven member, and means for alternatively connecting said rotatable driven member in driven relation either to said second gear means or to said gear carrier.

7. A hydraulic gear constructionv comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-'transmitting rotor extending across the space between said vaned rotors, a first gear means driven from said driven vaned rotor, a

second gear means driven from said liquid-transmitting. rotor, means for placing said liquidtransmitting rotor into and out of driven relation with respect to said rotary drive member. and means for holding it against rotation in at least one direction when not in said driven relation, said vaned rotors and said liquid-transmitting rotors having vanes set at such angles that the liquid-transmitting rotor acts as a reactance stator when held against rotation.

8. A hydraulic gear construction-comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotordriven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between said vaned rotors, a ilrst gear means driven from said driven vaned rotor, a second gear means driven from said liquidtransmitting rotor, means for placing said liquidtransmitting rotor into and out of driven relation with respect to said rotary drive member, means for holding it against rotation in at least one direction when not in said driven relation, and a third gear means driven from both said first and second gear means, said vaned rotors and said liquid-transmitting rotors having vanes set at such angles that the liquid-transmitting rotor acts as a reactance stator when held against rotation.

9. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between said vaned rotors, a ilrst gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor, means for placing said liquidtransmitting rotor into an'd out of driven relation with respect to said rotary drive member, means for holding it against rotation in at least one direction when not in said driven relation, means for freeing said ilrst gear means from driven relation with respect to said driven vaned rotor, and means for holding said first gear means against rotation in at least one direction when not in said driven relation, said vaned rotors and said liquid-transmitting rotors having vanes set at such angles that the liquid-transmitting rotor acts as a reactance stator when held against rotation.

10. 'A hydraulic planetary transmission comprising rotary drive means, pump rotor means driven by said drive means, turbine rotor means driven by said pump rotor means, a gear carrier, planet gearing carried by said gear carrier, a ilrst 4gear meshing with said planet gearing, a second gear meshing with said planet gearing, means for connecting said ilrst gear in driven relation to said turbine rotor means and for disconnecting it therefrom, anchorage means for holding said iirst gear against reverse rotation with -respect to the direction of rotation of said turbine rotor means when disconnected therefrom, means for connecting said second gear for rotation in driven relation to said drive means and for disconnecting it therefrom, and anchorage means for holding said second gear against reverse rotation with respect to the direction of rotation of said drive means when disconnected therefrom, said vaned rotors and said liquid-transmitting rotors having vanes set at such angles that the liquid-transmitting i9'i9r acts as a reactance stator when held against rotation.

11. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor drivenl from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid transmitting torque-transmitting rotor extending across the space between said vaned rotors, a driven shaft, a planetary gearing comprising a sun gear, a ring gear, a gear carrier. and planet gearing mounted on said gear carrier and meshing with said sun gear and ring gear, means for either holding said torque-transmitting rotor against rotation or connecting it in driven relation to said drive member, means for holding said sun gear against rotation or connecting it in driven relation to said vaned driven rotor, means for connecting and disconnecting said gear carrier with respect to said driven shaft and for connecting and disconnecting it with respect to said torque-transmitting rotor, and means for connecting and disconnecting said ring gear with respect to said driven shaft and for connecting and disconnecting it with respect to said torque-transmitting rotor.

12. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquidtransmitting torque-transmitting rotor extending across the space between said vaned rotors, a first gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor, means for placing said liquid-transmitting rotor into and out of positive driven relation with respect to said rotary drive member, means for holding it against rotation in at least one direction when not in said driven relation, means for freeing said rst gear means from driven relation with respect to said driven vaned rotor, and means for holding said ilrst gear means against rotation in at least one direction when not in said driven relation.

13. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquidtransmitting torque-transmitting rotor extending across the space between said vaned rotors, a first gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor, means including clutch means outside said liquid torque transmitter for placing said liquid-transmitting rotor into and out of positive driven relation with respect to said rotary drive member, and means for holding it against rotation in at least one direction when not in said driven relation.

14. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between said vaned rotors, a iirst gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor, means including clutch means outside said liquid torque transmitter or placing said Aliquid-transmitting rotor into and out of positive driven relation with respect to said rotary drive member, means for holding it against rotation in at least one direction when not in said driven relation, and a third gear means driven from both said first and second gear means.

15. A hydraulic gear construction comprising a rotary drive member, a liquid torque transmitter including a vaned drive rotor driven from said drive member and a vaned driven rotor driven from said vaned drive rotor, a liquid-transmitting torque-transmitting rotor extending across the space between said vaned rotors, a first gear means driven from said driven vaned rotor, a second gear means driven from said liquid-transmitting rotor. means including clutch means outside said liquid torque transmitter for placing said liquid-transmitting rotor into and out of positive driven relation with respect to said rotary drive member, means for holding it against rotation in at least one direction when not in said driven relation, means for freeing said first gear means from driven relation with respect to said driven vaned rotor, and means for holding said first gear means againstrrotation in at least one direction when not in said driven relation.

16. A transmission including a planetary transmission comprising a sun gear, a ring gear, a gear carrier and planet gearing mounted on said gear carrier and meshing with said sun gear and ring gear, a drive rotor, a driven shaft, an intermediate shaft in alignment with said driven shaft, means for alternatively connecting said driven shaft with said gear carrier and ring gear, means for alternatively connecting said intermediate shaft with said ring gear and gear carrier, means for placing said intermediate shaft into and out of driven relation with respect to said drive rotor, and means for holding said intermediate shaft against rotation when not in said driven relation.

17. A transmission including a planetary transmission comprising a sun gear, a ring gear, a gear carrier and planet gearing mounted on said gear carrier and meshing with said sun gear, a ring gear, a drive rotor, a driven shaft, an' intermediate shaft in alignment with said driven shaft, means for alternatively connecting said driven shaft with said gear carrier, a ring gear, means for alternatively connecting said intermediate shaft with said ring gear and gear carrier, means for placing said intermediate shaft into and out of driven relation with respect to said drive rotor, means for holding said intermediate shaft against rotation when not in said driven relation, and means for placingY said sun gear into and out of driven relation with respect to said drive rotor.

18. A transmission including a planetary transmission comprising a sun gear, a ring gear, a gear carrier and planet gearing mounted on said gear carrier and meshing with said sun gear, a ring gear, a drive rotor, a driven shaft, an intermediate shaft in alignment with said driven shaft, means for alternatively connecting said driven shaft with said gear carrier, a ring gear, means for alternatively connecting said intermediate shaft with said ring gear and gear carrier, means for placing said intermediate shaft into and out of driven relation with respect to said drive rotor, means for holding said intermediate shaft against rotation when not in said driven relation, means for placing said sun gear into and out of driven relation with respect to said drive rotor, and means for holding said sun gear against rotation when not in said driven relation.

WILLARD L. POLLARD. 

